Safety aircraft



Get 1931 P. APOLLONIOU ET AL SAFETY AIRCRAFT Filed Dec. 22, 1931 4 Sheets-Sheet 1 Err/$14 044 o/v/m/ Q'ct- 1932- P. APOLLONIOU ET AL.

SAFETY AIRCRAFT Filed Dec. 22, 1931 4 Sheets-Sheet 2 J In venior:

Z ErE/eAPOLLQ/VMU TEl EN CH/c k A tibmey Oct. 1932- P. APOLLONIOU ET AL SAFETY AIRCRAFT 4- Sheeits-Sheet 4 JDETEE APOL LON/D u Filed Dec. 22, 1931 JrEVE/v CHIC/V A llomey I Patented Oct. 4, 1932 PATENT oF icE mesa enemas m) sTEvEN L. ems, or am YORK, N. Y.

saints? AIRCRAFT [A plicati fiieaiicember 22, 19311 Serial No; 582,635.

This inventiori' relates 'to improvements inaircrafts; A

The primary object of the invention resides in astray aircraft which may be 5 brought to a st-re landing on either land or Water in the event that the craft should de velop engine or faulty control trouble while in flight. I I Y Another object of the invention is to 1.1. stabilize an aircraft in flight to prevent the same from-going into a tail spin or nose dive due to unbalanced conditions of the craft. I A further object of the invention is the provision of an air craft in which air streams 3 1 are directed against the bottom of the tail 7 casio'n' demands; the air stream being created by reason of the forward speed of the craft.

A still further obj'ect of the invention is to provide the abovesafety features which are sim le of construction, positive of oper- 2 ation, and which maybe embodied in various types] of air crafts now in use Without requirin radical changes in the construction 'thereo' With these and other objects in view, the

' to invention resides in the certain no'vel con:

structi'on, combination and arrangement of parts, the'essenti'al features of which are ,here'ina'fter fully described, are'pa'rticula'r- 1y pointed out in'the appended claims, and are illustrated in theaccompanying drawings; in which :1 V i Figure l'is a side elevational view of an air craft in flight vconstructe zd in accordance witliour inventiom'a'ndwith parts broken away" in' section. I I Fig"re 2 is a front'ele'vational vi'ew with he air'collectorwing section in closedoriinoperative position. 4'

Figure 3 is a top plan view of the same.

Figure dis a fragmentary vertical transverse sectional viewfi Figure 5 is a detail vertical transverse sectional view through one of the landing gear to shock V absorbers.

tively pivoted to the outer ends of the wing 15 to closed position.

Figure 6 is an enlarged detail vertical longitudinal sectional view.

' Figure 7 is an enlarged fragmentary top plan view of the wing-structure.

Figure Sis a vertical transverse sectional view on the line 88 of Figure 7.

YReferring to the drawings by reference characters, the numeral 10 designates the fuselage of an aircraft of the inonoplane type which fixedly supports a wing 11 transversely of the top thereof, while a rudder 12 is pro vided at the tail endof the fuselage together with the usual elevators 13.

The topsurface of the fixed wing 11 is provided with a recess 14: which extends longitudinally thereof and pivotally mounted at the rear end of the recess to the Wing 11 is an air collector Wing section 15, the pivot or hinge connection being indicated at 16. Brace links 1717 have one of their ends respecsection 11 and pivoted wing 15 as at 18, While the opposite ends of the said links are pivotally connectedtogether as at 19. The extreme free ends of the meeting ends of the links are bent to provide stops 20,the stop on one link'engaging the opposite link to limit the pivotal movement of the link when the pivoted wing section 15 is swung to an open or raised position, the said stop acting tohold the links oil center when the section 15 is in fully open position in order to permit the joint to break when the actuating mecha nism isoperatedfor moving the wing section The springs 21 have one end connected to the links 17 adjacent theirpivotal Connections 18, while the op posite ends of the springs are respectively connected to thawing sections'll and 15 as best seen: in Figures 6 and 8 of the drawings. Fixed to the under side of the pivotedwing section 15' and extending through aslot provided' in' the wing-section 11 is a segmental arm 22 disposed adjacent the pivotal connection 16 and the fr'eeend of the arm 22 is fixedly connected .to a lever 23which in mm has one end fixedly connected to the axis of the pivoted Wing sections 15. I The spring 24 has fuselage and which has a tendency to exert to beexplained.- The extreme free endof the lever 23 is connected to one end of a sprocket chain 25, whichchainpasses over a sprocket wheel 26 journaled in bearings mounted in 1 the top of the fuselage; while the opposite end of the sprocket chain is fixedly connected to a fiexiblecable27 which passes over vertically ali'ned' pulleys 28 mounted respectively adv drawings.

jacentthe top and bottom of thefuselage' '10.

The other endof the-cable 27. is carried; forward and is connected to the lower-end of an actuating lever293 pivoted upon a support 30 fixed to the "bottom of the fuselage 101} The support 30 also ,'include's a notched segment 31 over whichrthelockingcatch 32 fof the lever '29 passes, the saidcatch-is a dapted-to be received inthenotches in 'Vtheseg'mentBl to hold thelever in various positions of adjust Y a to swing the pivoted wing section toa From the description set forth above,:,-it:

Inentwill be seen that by actuatingthe lever 29 in a rearward direction a; pull will be exerted upontthe cable 27 whichin turn pulls-upon the sprocket chain causingthe lever 23 'to swing thepivoted wing section 15 from a closed position such I as shown in Figure 8' to the openposition shown in Figure 6' ofthe By operating the, lever 29 forwardly, aslack occurs in the cable 27 and chain25 permitting the spring -2 l -and spring K 33 connected'to the pivoted wing 15 and the;

fiXed'wing 11] to swing the pivoted section to closed-position. a

p Fixedly mountedin the pivoted wing section 15 centrally thereof is a funnel or horn shaped air collector 34', while, also mounted infthesaid' wingsection on oppositesides of theicollector 34k are sets of smaller air collectors 35 which are of a shape similar to the collector 3%. The enlarged mouth portions of the air collectors open through the front of the pivoted wing section 15 while the out let, or discharge ends 36 extend rearwardly ofthe said wing sectiomthe discharge ends of the sets 35'jof each vset of air collectors merging into a, single discharge outlet-to which sections of flexible hose-37 are connect ed, while a similar hose is connected tojthe' discharge end of the air collector 3 1i and is designated by'the numeral38. Connected ;to the. flexible'ihose section {38 is av pipe or tube 39v extending 'rearwardly over the top of the, fuselagejand fixedthere toby brackets 40, the said pipe' or tube en-' teringthe compartment 41 at, the 1 rear of the L; fuselagelO, the rear endof the pipe-terminatadjacent the "bottom of the compartment i plng in a downwardly curved directionrasat42; I 1 v I Cohnectedtothe flexible hose sections 37 are one end'of ai-r pipes or tubes e3 which:

extend rearWardly'o-f the fuselage jand fixedly mounted thereon by brackets 44, the said pipes being curved or looped adjacent the tail end of the fuselage and are brought forward beneath the under side of the fuselage the said pipes terminating in upturned discharge nozzles 16. spaced adjacent the forward ornose end of the fuselage, and beneath the under side thereof The pipe sections 45 are also fixed to the undersideoi" the fuselage byl brackets 47. Extending from the looped ends of the air pipes 43 and entering the compartments 421 are inwardly and upwardly e-Xtending'branch pipes 148.;into which raised or open position sothatfthe wingsection 15 acts as an'airjbaffie which presents the enlarged open ends of the air col'lectors 34: to the force of the air, which air passes to provide pipe sections 45,.the front ends of into the air collector 34 and'sets of air col- 2 lectors 35. The air entering; the collector 3% passes through the'pipe 39, and is discharged through the downwardly Jcurveden'd 12 of the said pipe against the'bottom ofthe compartment ll, thus causing the tail end of the 1 air craftjto be depressed. The airenteringthe sets of collectors-35 passes through the pipes 431 and is carried'through'the pipe'sed tions' 15 and discharged through the nozzles 46 against the under side ofthe fuselage at I the front' or noseend'lther'eof, thus causing an upwardlift or pressure against the front end ofthe craft.

Byapplying this reverse pressure to opposite end'sof the fuselage,it

will be seen that the air craft may be'moved" to aehorizontal plane which will-prevent the same from golng into a nosedive or tailspin due to unstabilityt The flow of airthrough the looped orjcur'ved endsof the pipes 43 tend to induce or suck the air from the'com partment 41, so as to enter the air stream through the pipesection45 and i crease the volume 1 f air discharged through the nozzlesv I W 1i",

' The ivotedf ing 15s additioriitbfprdi senting the open sides" of the'air: collectors to the force of the air may'also be actuated to an open positionor partially open position such as shown in Figure 10f the'dr kwings for bringing the nose endfot theplane up wardly as the same acts as a bafilefagainst which the air strikes. 5 Th e angular position 'ofthe pivoted wingmember l5' maybe Va:

ried and serves to coact with the air pressure stabilizing thecraft whilein'flight; .7

' Suspended beneath the fuselage lOandex at the tail and nosefends of the fuselage; for

tending lengthwise thereof are longitudinal skids or runners 49, the front ends being curved upwardly as at 50. These runners are'yieldingly mounted by providing fluid shock absorbers 51, each of which comprises a cylinder 52 fixedly secured to the under side of the fuselage and whichis filled with a fluid 53. Slidable in the cylinder 52 is the head 54 of a piston, the piston rod 55 being fixedly connected to the skid 49. A spring 56 encircles each piston rod and is interposed between the lower end of the cylinder and the skid 49. The springs 56 of the respective shock absorbers tend to hold the skids in an extended position and when landing, the piston is slidable within the cylinder and the shock is cushioned by reason of the fluid contained therein. I

, Mounted adjacent the tail end of the fuselage and extending therebeneath beyond the skid 49 is a tail wheel 57 and this wheel and the skid 49 constitutes the landing gear.

' Diagonally disposed springs 58 have one end posed axle 60 which in turn is supported by links 61, the upper ends of the links being pivotally connected to the lower ends of pistons 62 slidable in cylinders 63 bolted to the under side of the fuselage 10 adjacent opposite sides thereof. spring 64 is interposed between the head of the head of each piston 62 which tends to move the pistons in an outwardly or depressed positions Pivotally connected to the links 61 is one end of a cylinder 65 in which a piston 66 isslidable. The

outer end of the piston is pivotally connected as at 67 to the under side of the fuselage and interposed between the" free end of the cylinder and a shoulder on the piston rod is a spring 68, which spring tends to exert a forward push upon the link 61 to which it is connected. It will of course be understood that two of these spring actuated plungers are provided, one for operative connection with each of the links 61, and the purpose of the same is to normally urge the wheel carrier in a forward direction to position the wheels 59 above the tread surface of the skids 49. Theactuating means for moving the wheels to operative or inoperative position consists of an arm 69 fixedly connected to the axle 60 and which is pivotally connected to one arm of a bell crank lever-70 which is pivotally mounted in the bottom of the fuselage. The other arm of the bell crank lever has one endof a link 71 pivotally connected thereto, while the opposite end of the said link is pivoted to the lower end of an actuating lever 72, the same, being pivotally supported by the support 30 and being provided with I spring pressed catch 73 for engagement K0. with the nut segment 31. By moving the lever 2 in a forward direction, a pull will be excrted upon the'link 7 '1 which swings the bell crank 70 to exert a forward pull upon the arm 69 which of course pulls the axle 6O and' lll' wheels59 forwardly above the plane .of the tread portions of the skids 49. The spring 68 also acts in moving the wheels to inoperative position. Thus it will be seen that after. the aircrafthas'takenoif from the ground, in the wheels may be swung to an inoperative position above the plane of the skid and may remain in such position until such time as it i-s necessary to lower them. Although the wheels" do not necessarily have to be relied 35 1113011111 the landing .of the air craft on the -ground, nevertheless they may be swung to operative position :by the actuation of the lever 72 from :a forward to a rearward position, and any shock .caused :by contact of N the wheels with the ground will be absorbed by the shock absorbers consisting of :the plungers 62,.cyilinders'68and springsi64., The shock absorbers also tend tore'lieve shocks during the passage of the wheels over uneven M ground during a take off.

In order to render the .air craft safe for the landing upon the surface of a body of water, we provide bouyant air tanks 74 on opposite sides of the fuselage adjacent the bottom thereof, and which tanksextend fore and aft of the fuselage. It will thus be seen that in addition to permitting a safe landing upon the ground, the craft may also be brought to a landing upon the surface of the water, and remain afloat due to the increased bouyancy embodied thereto by the air tanks 74.

lVhile we have shown and described what we deem to be the most desirable embodiment of our invention, we wish it to be imderstood I that various changes as come within the scope of the appended claims may be resorted to if desired.

Having thus described the invention, what we claim as new and desire to secure by Letters Patent is 1. In an aircraft having a fuselage, and a fixed wing, a safety wing pivoted to said fixed wing, controlmeans operable from within 120 said fuselage for raising and lowering said safety wing, air collectors mounted on said safety wing, and air pipes leading from said air collectors to a point adjacent the bottom of said fuselage at the tail or rear end thereof, and to a point beneath the fuselage at the nose or front end thereof.

2. In an air craft having arfuselage and a fixed wing, a safetywing hinged to the rear edge thereof and foldable down over said fixed vviiig' or fiiovabIe to a substantially verticalposition, control means operable from 1' Within said fuselage for swinging said safety ing tov either a raised or lowered position,

aircollectors mounted 'in said safety wing, j and opening forward thereof when saidsafe ty Wingis in a raised position, air pipes fixed- 1y mounted on said fuselage oneendof-said V I pipe terminating adjacent said-fixed Wing, 9' the other'end of one pipe terminating in a downward direction adjacent the bottom of V the rear end ofsaidfuselage, the other ends of the other air pipes terminatingadjacent the front end of the fuselage and extending I upward*therebeneath, and flexible hose conresp'ective air pipes. V v

3.1111 an air craft having a-fuse1age, air collecting means .carried' thereby, operating- 129 means operable from Within said fuselage for a rendering 7 said air collecting means operable and inoperative, and means for conveying co1- lected air from said aircollecting means'when in operative position and dischargingjthe nections between said air collectors and the s'amedovvn against the'rear end of said fuselage and upwardly beneath the front end thereoiwhereby the reverse pressure against ;the opposite ends of said fuselage will tend to stabilize the air craft while in flight.

. a m7 7 'In testimony whereofvve affix our signav PETER: APOLLONIOU. STEVEN L. CHICK.

tures; 

